Automatic clutch and transmission gearing



Sept. 30,1941` F1. w. coTTERMAN AUTOMATIC 'CLUTCH AND TRANSMISSION 'GEAR'ING A Sheets-Sheet l Filed Feb. 18, 1939 Sept. 30, 1941. F. w. coTTERMAN 2,257,333

AUTOMATIC CLUTCH AND TRANSMISSION GEARING Filed Feb. 18, 1959 4 sheetssheet 2 Sept. 30, 1941. F, w COTTERMAN 2,257,333

AUTOMATIC CLUTCH AND TRANSMISSION CEARINC I Filed Feb. 18, 1939 4 sheets-sheet 3 IN VEN TOR.

Sept; 30, 1941- FQ w. o'r'rERMAN 2,257,333

AUTOMATIC CLUTCH AND TRANSMISSION GEARING Patented Sept. 30; 1941 UNITED STATES PATENT OFFICE AUTOMATIC CLUTCH AND TRANSMISSION GEARING Frederick W. Cotterman, Dayton, Ohio, assignor of one-half to Bessie D. Apple, Dayton, Ohio Application February 1s, 1939, serial No. 257,052

28 Claims.

This invention relates to automatic Clutch and transmission gearing and is especially applicable to motor vehicles.

An object of the invention is to provide transmission gearing having six forward gear ratios 'arises a need for more power than the engine can deliver at the then existing speed, a step down in ratio will automatically take place to allow the engine to rise to a more appropriate speed. 1

Another object is to provide a transmission gear set comprising a sun gear, a ring gear, planet pinions and carrier, with speed responsive clutch means to connect the several elements variously between the input and output members to provide underdrive, direct, and overdrive ratios, and a booster gear set also comprising a 'sun gear, a ring gear, planet pinions and carrier, with means responsive .to both speed and torque to connect the booster4 gear set in series with the transmission gear set, whereby a step down or a step up of one speed is always had when speed-load conditions warrant no matter in which of its several ratiosthe transmission gear is then Operating, whereby the device is also subject to the will of the driver, in that he may, by suddenly changing the amount of applied power-by means of the engine accelerator, cause a shift up or down as the case may be.

Another object is to provide' the transmission gear set with two positive Clutches, the rst being on the transmission output member yand normally clutching the carrier and'the second on the transmission input member and normally clutching the ring gear, whereby the transmission gear set acts as a speed reducing device or underdrive, the first clutch being operable at a relatively low predetermined speed to release the carrier and clutch the ring gear, Whereby both input member-.and output member will be clutching 4.ie ring gear to provide a direct drive4 ratio, and the second clutch being Oper able at a higher predeterminedv speed to release the ring gear and clutch the carrier, whereby the gearing acts as a speed increasing device or overdrive, the sun gear being` at all times fixedly secured against rotation.

Another object is to so construct the clutch 'mechanism of the transmission gear set that there will be positive two-direction driving connections between the several elements, in underdrive, in direct drive, and in overdrive, and s0 that when a shift from one ratio tothe other is taking place, the clutches, both of which are operative to release one element and clutch a second, 4always clutch the said second before they release the rst, to the end that .there will be no free wheelingy either in underdrive, y

direct, or Overdrive, or during the transition period in the shift from any one ratio to another.

Another object is to provide a main engine clutch, `responsive to the speed of the engine, to lconnect the engine to the transmission input member through the booster gear, and an auxiliary engine clutch, responsive t'o thespeed of the vehicle to connect the engine to the trans- .mission input member directly and independently of the booster gear, whereby, if the vehicle is coasting while the engine is dead'or is idling, the engine will be connected for engine braking at a low vehicle speed by said auxiliary clutch.

`Another Object is to so construct and arrange the gear mechanism with respect to the main and auxiliary engine clutches, that the engine clutches will be contained in an entirely .separate housing from the gears, whereby the gears may be fully lubricated and the engine clutches may be kept dry, to the end that dry plate clutches, which have been proven the most adaptable, may be employed.

Another object is to so construct the main engine'clutch that its engagement secures the ring gear of the booster gear s et to the engine', then connect the carrier to the transmission input member and provide a one way brake to prevent backward rotation of the sun gear, to the end that, whenever the main clutch engages, engine power at reduced speed will be transmitted through the-ring gear to the carrier and therefore to the transmission input 'memben Anotherobject is to provide, in the booster gear set, gearing with helical teeth, so angled that the tangential load carried by the gear' ing causes an end thrust in a'direc'tion proper for disengaging the auxiliary engine clutch, with proper means to apply the end thrust t0 the auxiliary engine clutch to disengage it and keep it fully disengaged as long as the booster gear is gear sets,

transmitting power, to the end that no dragging action may be present in the auxiliary clutch by partial or insuihcient engaging pressure.

Another object is to provide, in both the engine clutches and the transmission clutches, means for causing the centrifugal weights of a set tov all move together, to the end that no one weight of a set may move outwardly ahead of the others and thereby cause an unbalanced effect. Another object is to arrangeV the connection between the main engine clutch and the booster ring gear that, although the ring gear is connected to be rotated, it may nevertheless move axially by load on its helical teeth, to the end that the axial pressure of the ring gear which will vary with thel torque being transmitted, may delay engagement of the auxiliary engine clutch which eliminates the drive through the booster gear. y Y

Another object is to so construct the auxiliary engine clutch that it is normally disengaged, and place its speed responsive mechanism on a vehicle driven member, whereby starting of the` vehicle from rest will always be done through the booster gear, although the length of time theI booster gear will continue in effect will depend'A on the balance vbetween the end thrust of the ring gear and the vehicle driven speed responsive means of the auxiliary clutch.

Another object is to provide for theauxiliary engine clutch, which engages to eliminate the booster gear, va resilient means-normally inop- .g

erative to engage the clutch, and centrifugal weight'means rotated in proportion tovehicle 0 speed and normally adapted, at a low vehicle speed, to first apply said resilient means to-urge engagement of said clutch, then further stress the resilient means to more strongly urge clutch vengagement as the vehicle speed increases,

whereby the speed Iat which the axial thrust of the booster ring gear may be overcome `and the booster gear eliminated will vary with the torque being transmitted by said gear.

Another object is to so construct'the resilient means and the centrifugal weight means of the auxiliary engine clutch that the force vof the reverse position only when backing the vehicle, the lever being kept in the forward position at all other times and under all other driving conditions.

These' and other objects are attained in the structure hereinafter described and illustrated in the drawings wherein,

Fig. l is a longitudinal, vertical axial section through the 'complete mechanism, taken on the line l-I of Fig. 15.

Fig. Z is a detail perspective view of one of the centrifugal weights provided for. operating the auxiliary engine clutch.l f

Fig. 3 is a detail perspective view of one of the centrifugal weightsprovided vfor operating4 the main engine clutch.

Fig. 4 is a half transverse section through a part of the booster gear mechanism taken at 4-4 of Fig. 1 and showing the roller brake for holding the booster sun gear against backward rotation.

Fig. 5 is a detail perspective view of the frame of one of the positive clutches in the transmission gear set.

Fig. 6 is a detail perspective view of one of the centrifugal weights, two of which are provided to operate each of the positive clutches in the ytransmission gear set. Fig. '7 is a detailperspective view of one of the pawls, four of which are employed in each of the positive transmission clutches.

Fig. 8 is a transverse section taken atlB--B of Fig. 1 through the output member clutch of the transmission gear set.

Fig. 9 is a transverse sectiontaken at 9-9 of Fig. 1 through the output member clutch of the transmission gear set.

Fig. 10 is a transverse section, taken at l--ll of Fig. 1 throughthe output member clutch of the transmission gear set.

Fig. 11 is a transverse section, also taken at i0-i0 .of Fig. 1, but after the clutch has pary tiallyoperated to release'the carrier and clutch weights will be applied to stress the resilient means through a leverage which becomes progressively less eifective as the speed increases, whereby the stress-of the resilientclutch engaging .means will increase at a rate which is less than directly proportional to the R. P. M. instead of at a rate proportional to the square of the R. P. M. as it does where the force of centrifugal weight means is applied directly, or through an unvarying leverage, as in common practice, to the end that sufficient `clutch engaging pressure may be had at the lower speeds without having too great a clutch engaging pressure at the higher speeds.

Anotherl object is to so construct the clutch mechanism which controls the booster gear that direct drive will always be fully accomplished before booster gear drive is eliminated, 4the one, by engagemenalifting the load off the other, to the end that there will be no period between .booster gear drive land direct drive in 'which there is no drive, as there is in conventional gear shift mechanisms. Another object is to provide a simple and eff ective reversing gear set separate from the other with a manually operable lever to shift from the forward to a neutral position only when starting or limbering up theengine, and to a the ring gear.

Fig. 12 is a transverse section, also taken at Iii- |11 of Fig. 1, but after the clutch has fully voperated to release the carrier and clutch the 'ring gear.v

Fig. 13 is a partial section taken at I3--I3 of Fig. l0, showing -the interaction of two pawls of the output member clutch.

Fig. 14 is a transverse section, taken at M-Il of Fig. 1 through the input member clutch ofthe transmission gear set.

Fig. 15 is a transverse sectional view taken at l5-I'5 of Fig. 1, the upper half of the view show ing the main engine clutch and the gearing of the booster gear set in end elevation and the lower half showing the auxiliary engine clutch in end elevation.

Fig. 16 is a transverse section, taken at I|6 of Fig. 1, through the manually operable portion of the reversing gear set.

Fig. 17 isv a transverse half section, taken atv I1-I'l of Fig. l, showing the transmission gears.

Fig. 18 is a transverse half section, takenat i8--I8 of Fig. .1, showing the reversing gears.

Fig. 19 is a diagram showing the action of the centrifugal weights of the auxiliary engine clutch as the weights swing outwardly about their hinge pins to different angular positions, the diagram giving the `amount of shortening of the clutch each of which a roller 19 is rotatable. The rollv when centrifugal force is applied through a progressively less effective leverage as compared with direct application.

Construction The clutch housing 26 may be secured to the -engine 28 in any suitable manner.' A booster gear housing 29 is formed integral with the clutch housing by depressing the rear wall thereof. The

transmission gear housing 30 is secured to the clutch housing by the screws 3|. A partition 32 Ais interposed between the open ends of the booster' gear housing 29 and the transmission gear housing 30. The reverse gear housing 33 is integral with the transmission housing 30, a partition wall 34 separating them. The rear bearingA head 35 is' held to the housing 33 by screws 36.

Secured to the crankshaft 3l by boltsV 38 is the flywheel 39, the rim of which has internal splines 42 to which-the external splines of the main clutch backing plate 43 and pressure plate 44 arel slidably fitted. A spring ring 45 in a groove 'in the rim 40 limits forward movement of the backing plate 43.

The main clutch frame 46 is secured'to the flywheel-rim 40'by screws 48 and carries a series of hinge ears 49 (see Fig. l5) to which the main clutch weights 50 (see Fig. 3) are swingably held by hinge pins 52. Pressure plate 44 has a series of pins 53 which extend through holes in the frame 46, the ends of the pins touching the upper front face of the weights.

A second'series of pins 54 carried by the pressureplate 44 have their rear ends bearing against the lower front face of the weights. Midway between adjacent weights 50 are a series of hubs 55. Pressure plate 44 has a series of studs 56 extending through the frame 46 and fitting it closely but slidably.

'I'he hubs 55 are counterbored to receive the springs 58. Collars 59 held on the free end of the studs 56 by nuts 60 fit the counterbored part ofthe hub closely but slidably and hold the springs 58 under an' initial tension. The close fitting studs 56 and collarsA 59 serve as guides to restrain one side of the pressure plate 44 moving ahead of the other and consequently cause the weights 58 to move out in unison.

The clutch plate 62 is faced with a commercial dry'clutchfacing 63. The inner diameter of theI plate is `iianged at 64 and carries the studs 65 and rollers 66 through which the plate transmits its power when eclamped between the backing plate 43 and pressure plate 44: The main clutch may be broadly designated by the numeral '|0. v i

The transmission input shaft 68 has external splines 69 over which the internally splined hub 'I2 of the auxiliary clutch frame 13 is fitted.

The clutch frame 13 is provided with pairs of hinge ears 'I4 between which the weights 'l5 of the auxiliary clutch (see Fig. 2) are swingably supported by the hinge pins 16. Each weight has a pair of hubs 18 on a reduced outer end of ers are held in place by washers which are held on the reduced 'end by riveting. The ears '|4 are so shaped on their outer. edges as to provide a l stop for the hubs I8 vto limit inward swinging of the weights. y

The auxiliary clutch pressure plate 82 has a hub 83 slidable axially over the hub 'I2 of the clutch frame. A series of guide studs 84 are h eld angularly spaced inthe pressure plate 82 by the nuts 85. The studs 84 are hollowed for lightnessv only.

A spring compressing plate 86 has a series of hubs 88 extending forwardly, one hub extending between each pair of` ears 14 of lthe clutch frame, and a series of Yshaped portions 89 Vextending outwardly, each prong 90 of a Y lying immediately in back of and in contact with a roller 19.

The hubs 88 are bored at their outer ends to t over the guide studs 84 closely but slidably, then counterbored to `receive the springs 92, the enlarged outer ends 93 of the studs.84 being slidably fitted to the counter-bores. The clutch plate 94V is faced with linings 95 similar to the main clutch plate 62 andhas external teeth 96 which` y fit slidably in.- the internal splines 98 of the ywheel rim 40. broadly designated by the numeral |00.

The booster gearv set which is contained in the housing 29 and enclosed therein by the partition 32, comprises a planet pinion carrier 99, the-hub |02 Vof which is internally splined to lit over the external splines- |03 of the transmission input shaft 68. The carrier 99 has a series of angularly spaced studs |04 each of whiclrhas rotatable thereon a planet with a bearing bushing |06.

A sun gear |88 having a bearing bushing |09 is freely rotatable on the outside of the hub |02 and has integral thcrewiththe inner member I I0 of a roller brake with which rollers I2 and'outer ring ||3 cooperate to prevent backward rotation of the sungear, the usual springs and plungers |I`| being provided to urge the rollers toward, operative position. B; backward rotation is meant anticlockwise when viewed from the left of Fig. 1.

The sun gear is in constant mesh with the planet pinions. The roller brake may be broadly designated by the numeral |01.

The ring gear ||4, also in constant mesh with the planet pinions, has a forwardly extending hub ||5 ,provided with a bearing bushing ||6 pinion |05 provided 4which is freely rotatable on the transmission input shaft 68. A ring gear driving member ||8 has a rearwardly extending hub I|9 also fitted over the bearing bushing ||6. The hubs ||5 and ||9 are end splined together at |20.

The booster gear housing 29 has a forwardly extending hub |22 provided with a bearing bushing |23 in which the hubs ||5 and ||9 Vare runningly tted. The forward end of the hub |22 is enlarged to contain the annular' groove ,|24 which catches any oil escaping from the end of the` bushing |23 and conveys it through the tube |25 to a lgroove |26 and thereby to the outside. An oil throw ,rib |28, formed on the ring gear driving member I8 assists in confining the The auxiliary clutch may be I8, this second groove spaced intervals bearing hubs hold the An end thrust bearing .ring |32 is preferably made from graphite impregnated bearing metal such as isnow commercially available for clutch thrust bearings. The ring |32 has an oil throw rib .|33 around it which assists in throwing off the escaped oil.

A circular row of shouldered pins |34 are secured in the ring |32 and are freely slidable through holes in .the auxiliary clutch frame 13, their ends normally bearing against the end of the hub .83 of the auxiliary `clutch pressure plate.

The ringgear driving member |'l8 has arim |35 the outside of which is provided at suitably with slots |36 which extend entirely through the rim. Slots |36 fit over the' rollers 66 closely but runningly, -whereby the driving member ||8 may shift axially with respect to the clutch plate 62 while under load.

A shoulder |38 on the splines |03 secures the carrier 98against axial movement on the shaft 68. A small bronze washer |39 takes any slight rearward end thrust which the carrier may have,

the carrier being, of course, balanced against axial movement between the axially rearward thrust .on the sun gear and the axially forward thrust on the ring gear. The sun gear needs no thrust washer inasmuch as it never rotates while under load.

A bronze washer |40 limits forward movement of the ring gear to the position shown, its rearward movement being arrested when the space |4| is taken up. A thrust washer |42 as well as the bearing bushing |43 which rotatably supports the forward end of the shaft 68 may preferably be made of graphite impregnated bearing metal. The rear end of the shaft 68 is rotatable in a bearing bushing |44 press fitted into the hub of the transmission output member |45. Midway of the partitions 32 and 34 in the housing 30is the transmission gear set which pro- `1vides an underdrive, a direct, and an overdrive ratio. The sun gear |46 has a long bearing bushing |48 press tted therein, the transmissionA input shaft 68 being runningly tted in this bushing. A hub |52 extends rearwardly from the partition plate 32 and a bushing |54 is press fitted in to this hub.' The sun gear |46 and the hub |52 of the partition member are end splined together at |56 whereby the sun gear 1s positively held r l against rotation at all times.

The planet pinion carrier of the transmission gear. set ycomprises a front bearing member |58 provided with a bearing bushing |60,l and a rear bearing member |62 l bushing |64. Planet pinion bearing hubs '|66 hold the carrier bearing members axially spacedapart," and the bolts |68 and nuts |10 extending through the carrier bearing members and the pinion carrier parts together.

Planet pinions |12 |14 are rotatable on the bearing hubs |66, the pinions being in constant mesh with the' sun gear |46.

The ring'gear |16 is inconstantmesh with the planet pinions |12. Its front bearing member |18 arid its rear bearing member |80 are :secured having bearing bushings provided with a bearingto the ring gearv by bolts |82 and nuts |84.

Clearance openings ,|85 make room for the nuts and a Wrench to apply same. The front bearing member |18 is provided with a bearing bushing |86 and the rear bearing member |80 with a bearing bushing |88. These bearing bushings enable the ring gear to rotate in concentric reber both at the same ltime to the carrier The output member |45 of the transmission gear set has a rearwardly extending hub |90 rotatable in the ball bearing |92, held in the limit axial movement of the `-ring gear element.

For the same reason, the planet pinion carrier front bearing member |58 and rear bearing member |62 with their bearing bushings |60 and |64, and the planet pinion bearing hubs |66 with their bolts |68 and nuts |10 may be called the carrier element, and as such may be broadly designated by the numeral v202. End thrust washers 20| and 203 limit axial movement of the carrier element. .A Obviously, with the sun gear |46 permanently held from rotating by the end splines |56 as hereinbefore described, if the ring gear element 200 is rotated, the carrier element 262 will rotate in the same direction but at less speed, and4 if the carrier element is rotated, the ring gear'element' will rotate in the same direction but at greater speed. The ring gear element will under all conditions, rotate faster thanthe carrier element.

It follows that, if the input member of the transmission gear set is connected to the ring gear element, and the output member to the carand the output member vare connected at the same time to the same element, a direct drive will be provided wherein the input member and output member revolve at the same speed. Both members in this case may preferably be connected to the ring gear element for then the carrier element merely rotates idly at sub engine speed as does the countershaft of a conventional synchromesh transmission during direct drive.

Of course, a direct drive may be had by connecting the input member and the output membut in that case the ring gear elementwill rotate idly at super engine speed, which is less desirable.

It will now be apparent planetary gear train, arranged as shown, an underdrive ratio, a directv drive ratio, and an overdrive ratio may be had by providing the in- -put 4and the output members each with a clutch which will, each at its own proper time, take hold of one of the rotating element, i. e., ring gear element or carrier element, and let go of the other.

lationwith the sun gear, but carry no radial load i except the weight of the several parts.`

Accordingly, two clutches are provided. The clutch on the output member has one pair of pawls normally engaging the carrier element and a second pair of normally idle pawls which may become operative above a predetermined vspeed to first engage the ring gear element then release |94 is provided with av element,

that, with the single.

, Fig. 5.

AThe hub 234,disc 23s,1ugs 24o, 242, and 244 are the first pair of pawls from the carrier element. The clutch on the input member has one pair of pawls normally engaging the ring gear element and anot'her pair of normally idle pawls which may become operative above a higher predetermined speed to first 'engage the carrier element then release ,the one pair. of pawls from the ring g'car element.

The clutch which is carried by the output member, and which functions to shift from an designated by the numeral 204. The other clutch which is carried by the input member, and which functions to shift from a direct drive ratio to an overdrive ratio, may for a like reason be called the overdrive clutch and may be broadly designated by the numeral 206.

To facilitate description of the assembled views, the parts which cooperate to clutch the carrier element will be provided with the subletter c" and those which cooperate to clutch the ring gear element will have the sub-letter "r.

The` means provided on the ring gear element for the direct. drive clutch 204 to engage comprises a ridge 208 formed integrally on the inside of the ring gear bearing member |18 (see Fig. 1) having two opposite notches 2|0r cut clear through the corner of the bearing member (see Fig. 8) and two spiral curves 2 |2r connecting` the edges of rone notch to the edges of the other. The two spirals 2|2r comprise a two toothed ratchet which for convenience in further description may be termed the ring gear ratchet 2|2r. The meam provided on the carrier element for this same clutch 204 to engage comprises a dish shaped rim 2|4 extending from the carrier bearing member |58 (see Fig.` 1) having two opposite notches 2|6 (see Fig. 10) and two spiral curves 2|8c connecting the edges of one notch to the edges of the other. 'Ihe two spirals 2|8 comprise a two toothed ratchet which may be called the carrier ratchet 2| 8c.

, The means provided on the ring gear element for the overdrive clutch 206 to engage, comprises a ridge 220 formed integrally with the ring gear bearing member |80 (see Fig. 1) having two opposite notches 222r cut clear through the corner (see Fig. 14) and two spiral curves 224r connecting the edges of one notch to the edges of the] other. AThe two spirals 2241- comprise a two toothed ratchet which may be called the ring f The means provided on the gear ratchet 224i. carrier eleme-nt for the same clutch 206 to engage, comprises a dish shaped rim 226 extending from the carrier bearing member |62 (see Fig. 1)

having two opposite notches 228C (see Fig. 14)

and two spiral cirves 230e connecting the edges of one notch to the edges of the other. 'I'he two spirals 230e comprise a two toothed ratchet which mav be called the carrier ratchet 230e.

For the direct drive clutch 204 there is provided a frame 232, shown in detail perspective in 236 which enter spaces between corresponding end splines in the rear end o f the hubof the output memberbearing head |94 (see Fig. l). The clutch frame 232. therefore must always rotate in unison with the` output member |45.

At the rear. end of the hub 234 is a disc 238 which has extending therefrom a series of guide lugs 240 and 242 and a pair of spring lugs 244.

Frame 232 has a hub 234 with end splines and 216 (see Fig. 9).

lugs`i 294, 296, and 298 integral.

preferably integral. 4

Radially slidable between each pair of lugs 242 is a centrifugally operative weight 246, shown vin detail perspective in Fig. 6. Each weight comprises a body part 248 just wide enough to slide freely between the lugs 242 and exactly as thick as the lugs are high. The lips 250 act as stops to limit radially outward movement of the weights when the lips engage the inner edges of the lugs 242 (see Fig. 8). At the outer edge tlie'body of the weight is thinner as at 252 so that this part of the weight may extend between the rib 208 and the rim 2|4 when the weights are moved radially outward by centrifugal force. A central opening 254 contains the spring 256 which reactsv against the lugs 2,44 to hold the weight to its inner position. One side of the body 248 is notched as at 258 to provide a place for the lug 244 to enter when the weight moves out.

Each weight 246 has integrally depending therefrom a pawl control arm 260 (sec Figs. 6

and 9) having two spring plunger lugs 262 andV 264 and two pawl operating lugs 266 and 268.

'I'he lugs 262 and 264 are bored at 210 and 212 to slidably receive the `spring plungers 214 The plungers 214 and 216 have anges 218 and 280 which are held' against the lugs by a pawl shifting spring 282. Each arm 260 has a slot 284 across its front edge and a ring 286, freely rotatable on the clutch frame hub 234, has ears 288 extending into the slots. The ring 286' is not as wide as theweights are thick, a part being cut away to permit a longer bearing bushing`l86. This weight and ring arrangement prevents one'weight 245 being moved outwardly byfcentrifugal force ahead Vofthe Four pawls 290, shown in detail perspective in Fig. 7, are freely slidable in the clutch frame 232 between lugs 240 and 242. Since the pawls which clutch the carrier element and those which clutch the ring gear element are exact duplicates, the d sub-letters c and r" are not applied in the detail view Fig. 7. A pawl adapted to clutch one .of the elements is merely turned upside down with respect to the other to adapt it to clutch the other element. Referring to Fig. 7, eachpawl comprises a body part 292 having three The lugs 298 have holes 300 (not shown in Fig. 7) in the one side forasmall spring 302. The working end .only of eachpawl; that is, the end 304 is narrowed to fit the notches 2 IDand 2| 6c. The other end is merely rounded to` clear the parts sur- .rounding it.

In the assembly of the direct drive clutch 204 (see Figs. 10 and 13), the two pawls 290 which are adapted to engage the carrier element appear closest to the observer with the plain sides of their bodies 282 upward between pairs of lugs 240 and 242', the lugs 294C, 286e and 298 extendl ing downward.

thereby leaving space between the pawls for the pawl control arm 260 of the weight. The springs 256 and 282 and the plungers 214 and 216 and the ring 286 are preferably assembled with th`e weights and the pawls laid on opposite sides of the control arms and the whole entered into the clutchl frame. The small springs 302 may then be inserted in the holes 300 of the lugs 208 whereupon the vclutch will be ready to slide over the hub of the sun gear |46. that when a pair of pawls is assembled in the frame 232 with their lugs extending toward each other as described (see Fig. 13) their combined thickness will be the same as the height of the lugs 240 and 242 on the frame. Also, the height of the lugs 294 and 296 on the pawls (see Fig. 7) is the same as the thickness of the control arm 260 of the weight. Further, the thickness of the body 292 of two pawls plus the thickness -of the control arm 260 equals the height of the frame lugs 240, 242, which is `equal to the thickness of the weight body 248.

The control arm 260 is therefore always slidable between two pawls by the weights, whereby the control arm may positively move either of the two pawls to some extent by the'operating lugs 266c or 266: acting against the pawl lugs 294 or 294:, and'may resiliently move either of the two pawls to a greater extent by the spring -plungers 214 and-216 acting against the pawl lugs 2961' and The overdrive clutch 206 is substantially like the direct drive clutch 204 just described, except that it is required to be modified to include a resilient detent mechanism which helps to hold the weights at their in position when they are in and helps to hold them at their "out position when they are out. The reason why such a detent mechanism is required to control the weights when they are being revolved by the input member and are not required when they are being revolved by the output member willl appear when the operation of the mechanism is hereinafter.

described. Since this clutch becomes operative at a much higher speed than the lunderdrive clutch, the weights are lighter and the springs stronger.

The transverse section Fi 14 best .shows the It will be observed same direction. The s'ame applies to thetwofring gear bearing members |18 and |80. Their spirals 2|2iand 2241- are alike in hand when assem- -bled as shown but opposite when the members gages the ring gear but shifts to engage the car- V rier.

The transmission gear set herein shown and described is substantially contained in my copending application Serial No. 239,224, filed Nov.

'1, 1938, and is herein included only because of its close cooperation with. the booster gear and engine clutchesshown and claimed herein.

The long hub |90 of the output member |45 extends rearwardly into the reversing gear ycompartment. vThe reversing sun gear 320 has in' ternal splines 322 which fit corresponding splines4 on` the hub. The tail shaft 324.is rotatably sup" ported at the rear end by the yball bearing 326 held in the bearing head '35, and at the front end by the bearing bushing 328 whichv is press tted in the rear end of the hub. The larger diameter of the tail shaft 324 abuts the rear end of the sun gear 320 and thereby prevents the sun gearmoving axially.

The/ball bearing is held on the tail shaft by i the screw 330 acting through intermediate parts modifications in the overdrive clutch. The clutch frame has a hub 305 internally splined to t over the external .splines 301-of the input shaft 68. The disc 309 carries a series of lugs as before. The four lugs 240 and two of the lugs 242 are the same as in the direct drive clutch. The other two lugs 306 are made thicker and are drilled for the detent springs 308 and balls 3|0. The body 3|| of the weight is of such width as to be received slidably between a lug 306 and a lug 242, one edge of the body having two pockets 3|2 and 3|4 to receive the ball 3|0, the rst for the "in position of the weights and the other for the Iout position.

A spring 3|6 in a pocket 3|8 and reacting against a lug 3|9 on the clutch frame, holds the weights to the in position. The plungers 214 and 216 are identical with those in the underdrive clutch.

The springs 32| are of heavier wire than those of the underdrive clutch but the springs 302 are identical. The remaining parts of the overdrive 332 and y334. The ring gear 336 is shown integral with the tail shaft 324 but may be made separately and permanently secured thereto.

The reversing planet pinion carrier 338 is provided interiorly with the bearing bushing 340 within which the hub of the sun gear 320 may rotate.` Integral hollow hubs 342 extend toward each other to rotatably support the planet pinions 344 in constant mesh with both the sun gear 320 and ring gear 336. The pinions 344 are provided with bearing bushings 346 which are roclutch .206 are substantially the same both in assembled and with their flanges facing in the tatable on the hubs 342. A carrier rear bearing member 348 is held to the carrier 338 by the bolts 350. A bearing bushing 352 is press fitted into the member 348 and the tail shaft 324 is rotatable in the bushing.

Near the forward end, the carrier 338 is grooved for the shifting collar 354. At theextreme forward end, the carrier has external teeth 356 adapted to t slidably into the internal teeth of the plate 358, the plate 358 being secured to the partition 34 by the rivets 360. The carrier has also internal teeth 362 adapted to t slidably over theteeth of -the sun gear 320.

A forward and reverse shifting fork 3644 (see Fig. 16) has two studs 365 extendingradially into openings in the shifting collar 354. One side of fork 364 is swingable on the bearing stud 366 which is screwed into the hub 368 in the -housing 33. A bushing 310 is press fitted into the fork and runningly tted over the stud 366. The other side of the fork isinternally splined at 312 for the external splines of the reversing lever 314, which is rotatable in the hub 316 of the housing 33.

A beveled valve like seat 311 in the outer end of the hub 316 and a lcorrespondingly beveled four pawls 290 Fig.

shoulder on the reversing lever 314 isintended to prevent leakage of lubricant from the housing. A detent bracket 318 is held to the housing 33 by screws 38|). A detent ball 332 is pressed by a 1 detent spring 384 into` a seat 336 suitably posi- Proportion While the structure shown may be proportional for use with an engine o1' any horsepower and with any vehicle weight within reason, some suggestion as to proportion, and procedurein obtaining same for a given vehicle, may preferably be given.

If the largest diameter of the clutch housing 26 is taken as ll/2 inches and all other parts made to the same scale, the mechanism will be suitable for an engine delivering 110 H. P. at 3600 1't. P. M. in a vehicle of approximately 3500 pounds weight.

In the reverse gear set where quiet operation and long wear is not the prime consideration, a stub tooth design is advisable for strength. The gearing selected is 12-14 stub tooth 20 degree pressure angle, straight spur teeth. The ring gear has 60 teeth on a pitch diameter of 5 inches, the sun gear 30 teeth on a lpitch diameter of 21/2 inches and the planet pinions teeth on a pitch diameter of 11A inches.

The sun gear is the driver, the ring gear the driven, and the carrier is stationary. The ratio, through the reversing gears only is therefore Tl=gg=2 input revolutions forward to one output revolution backward.

For the transmission gear set the gearing selected is 14 pitch, 20 degree pressure angle,'l4 degree helix angle. 'I'he ring gear has 57 teeth on a pitch diameter of 4.196 inches, the sun gear 27 teeth on a pitch diameter of 1.988 inches, and the planet pinions 15 teeth on a pitch diameter of 1.104 inches.

The ratio through the transmission gear set only, at low speed and before either transmission clutch has operated is therefore R 57 *0 6786 input; revolution 1.474 input revolutions to one output revolution. l

For the booster gear set the gearing selected is 16 pitch 20 degree pressure angle and 35 de` gree helix angle. The hand of the internal tion to the threads of a left hand nut. The ringgear has 72 teeth on a pitchdiameter of 5.4936

posiinches, the sun gear 48 teeth on a pitch diameter of 3.6624 inches, and the planet pinions 12 teeth on a pitch diameterof 0.9156 inch. The helix angle of the teeth of the booster gear set must be determined in accordance with the size and engaging pressure of the auxiliary engine clutch, as will later appear.

'I'he ratio through the booster gear set only,

is therefore RTS= -ZEL 1.6666 input revomtions Ratios=booster transmission axle =engine to wheel 4 666=11.46 to l 2 1.666 X 1.000 X4.666= 7.7Bto1 3 1.000 X 1.474 X4.666= 6.881201 4 1.666 X 0.6786 X4.666= 5.241101 5 1.000 X 1.000 X4.666== 4.671101 6 1.000 X 0.6786 X4. 666= 3.17 to 1 andthe two reverse ratios `will be,

Ratios=booster trans- XreverseX axle =eugine to 1 mission wheel 1 1.000 1.474 x 2.000 ximo-1315i@ 1 2 1.666 1.474 2.000 4.060==22.92.t01 The size of the centrifugal weights which operate the positive clutches in the transmission gear box may be made to the scale indicated,

'but the springs associated therewith will govern 'wire coiled 1/2 inch pitch diameter, have 14 coils and a free length of 3.72 inches.

Springs 282 .should be made of .032 inch round wire coiled inch pitch diameter, have 24 coils and a free length of ,4.56 inches.

Springs 3|6 should be made of .072 inch round wire coiled 5/8 inch pitch diameter, have 12 coils and a free length of 3 inches.

Springs 32| should be made of .041 inch round wire coiled ,inch pitch diameter, have 18 coils and a free length of 2.63 inches.

Springs 302 maybe made of .020 inch round wire vcoiled if inch p itch diameter with such length and pitch as will provide a stress of about 2 pounds when in place.

With springs of the above dimensions, thev IThe proportion of the main engine clutch 'l0 presents no intricate problem. The torque which a dry plate clutch of a given diameter and under a given engaging pressure willtransmit is Afairlywell established. Having selected the larg-v est diameter conveniently contained in the space available, and determined the engaging pressure needed to transmit the torque of the engine designated, the weights 50 may be readily determined. They may be found in the instant case .by scaling the drawing. The springs 58 which restrain the weights 53 should, however, be so teeth in the ring gear should correspond in direcproportioned that they will oppose and prevent ing at a speed at which. it can deliver substantially its full torque. The springs 58 are so proportioned that they oppose the weight-force to such an extent that, while the clutch rst engages with light pressure at 400 engine R. P. M. it does not engagev with maximum pressure until the engine reaches a speed of approximately 800 R. P. M., which makes for amore gentle engagement.

The springs, to balancev the weights to this extent, should preferably be made of .072 inch .round wire, coiled inch pitch diameter with 9 coils and have a free length of 2.18 inches.

The proportioning of the auxiliary -engine clutch is more involved than that of the main' clutch. Having selected the largest dry plate which will go inthe space available, vthe engaging pressure which will carry the 4full ltorque' of the engine selected is-tentatively determined.

In the instant case, this will be around 430 .In F'ig. 20 of the drawings the curve w showsl the torque curve, and the vcurve v the HI. P. curve of an engine of 110 I-I.v P. at 3600 R. P. M., and while the maximum torque vis seen to be 186 foot pounds, the torque at 3600 R. P. M. or maximum'H. P. point is only 160 foot pounds. yThe helix angle of the boosterring gear is therefore selected at 35 degrees, and which will occur at maximum H. P. point, that is, at 160 goot pounds torque will be 494 pounds. This axial thrust of the ring gear will be forward, i. e.,vtoward the engine.

The springs 92 are now so proportioned that when the weights 15 compress them to the short'- est length, that is, whenthe weights reach the "clear out position, the stress in the'eight springs will be 494 pounds or just equal to the axial thrust of the ring gear H4. The springs 92 should/therefore be made of .1- inch round wire coiled and a free length of 1.39 inches. When in place and with the weights 15 clear in as shown in Fig. 1 they are 11A inches long and the eight springs together are under a stress of 90 pounds. When the weights are clear out the springs are inch long and the eight together are under a stress of 494 pounds.

The weights 15 are now so proportioned that when they are in their-clear out position they will be holding the spring to a inch length or 494 pounds stress, the mass of the weights being suchl that they will have the requisite'force when rotating 2160 R. P. M. which is the speed of the weights when driven through-the booster gear bythe engine rotating 3600 R. P. M. i. e., the point of maximum H. P.

It follows that if the` maximum torque of the engine designated were being transmitted through the booster gear, and the vehicle speed was. constantly increasedthereby, the 'stress of the springs would reach 494 pounds at 3600 R. P. M. of the engine and since 494 pounds was the ring gear thrust at 3600 R. P. Mpany increase in engine speed would lower its torque bethe axial thrust l inch pitch diameter, have ve coils low 160 foot pounds (see curve w) which would at once result in the springs 92 overcoming the ring gear thrust and the auxiliary clutch |00 would be engaged.

Now while the application of the maximum possible torque to the booster ring gear kept the auxiliary clutch from engaging,- and thus kept thev booster'gear operating up to 3600 engine iR. P. M., a lesser torquepapplication will keep the booster gear operating up to a lesser engine speed.

If, however, the centrifugal weights 15 were of conventional design and applied their clutch engaging force directly, or through an unvarying leverage, -it would be unlikely that engagementof theclutch |00 would vever be enforced against the ring gear thrust at any relatively low speed for the following reason:

Centrifugal force varies with the square of the lR. P. M. so that, if the weights 15 were arranged conventionally, and were just given enough mass toprovidev thenecessary 494 pounds force at 3600 engine R. P. M. then the curve u Fig. 20, would represent the force at less R. P. M. From the curve u it will be seen that a conventional weight arrangement which will produce 494poun`ds at- 3600 engine R. P. M., Willat 1200 engine R. P.

M., i. e.,y 1/3 the speed produce only 1A; the force. It is obvious that, at low driving speeds, it would be impossible to eliminate the bo'oster gear without reducing the applied torque to a value too low forsuccessful operation. The proportioning and arrangement of the weight 'mechanism shown obviates the foregoing diiliculty.

Fig. 1 shows aweight 15 in place and in the clear in position. A vline drawn through the hinge pin 16 and the roller 19 which is at the center of gravity is at an angle of 10 degrees with the transmission axis.

When the Weight reaches the clear out po- 4 sition, i. e., when it has shortened the springs 92' to half the length shown, the same line will be at an angle of degrees-with the transmission axis.

Obviously, if the weight were allowed to swing out until the above mentioned line was degrees with the transmission axis no amount of vincrease in .speed would further increase the force applied to compress the springs 92.

Fig. 19 shows diagrammatically the constantly diminishing leverage through which the weights 15 apply their force to the springs 92 as the weights swing outward. The point o represents the center of a hinge pin 16. The points a, b, c, d, e, f, g, and h represent the center of a roller. 19 which is the center of gravity of the effective mass of the Weight at 10, 20, 30, 40, 50, 60, '10, and SOdegrees outward movement.

Obviously, since the centrifugal force is radial and the force of the resisting springs is. axial', theeective leverage, through which the centrifugal force is applied to the spring resistance at any point from a to lh will be the cosine sine of the angle with the axis or sine cosine of the angle with radius.

The radius between `the hinge pin 16 and the roller 19 is .770 inch. The diagram therefore has tabulated the sines and cosines of the angles 10 to 80 degrees times .7'10 inch.

The difference between the cosine 10 degrees be found. Since the spring lengths are slightly.

different f or any point when the clutch is engaged than they are when it is disengaged, one column shows the length of the spring when the clutch is operating and the next the length when the booster gear is operating. The next two columns show the pounds stress stored in the springs at the several spring lengths.

Having the spring stress which the weights must overcome to reach any .point a to h and the distance from the axis of the transmission to each point, and the leverage cos. angle with axis sin. angley with axis through which the centrifugal force must act on the weights at each point, the R. P. M. at which the weights will reach any given point may be readily calculated. One column shows V the R. P. M. at which the weights reach points a to h when the clutch |00 is operating and another column the R. P. M. when the booster gear is operating.

From the latter two columns the curves t and s respectively Fig. 20 are plotted. The curve s shows that at 3600 engine R. P.M. the weights 'l5 will stress the springs 92 with a force of 494 pounds while at 1200'engine R. P. M. the weights will stress the springs with a force of 252 pounds. Thus at 1200 engine R. P. M., which maybe at 9, 14, or 22 M. P. H. depending on whether the transmission gear set is operating in underdrive, direct, orl overdrive, it Will be necessary for the operator to apply at least 83 out of the possible 183 foot pounds engine torque available at 1200 R. P. M. to prevent an enforced elimination of the booster gear.

Curve u shows that, with conventional centrifugal mechanism, no shift up out of the booster gear drive could be had at1200 engine R. P. M. unless the torque application was reduced to 17 out of a possible 183 foot pounds available. Obviously with conventional centrifugal mechanism the operator would be unable to rid himself of the booster gear even though thev load conditions werelight enough toifmake such a course desir-Y able.

When the clutch |00 engages, the engine speed will be the same as the Weight speed, and the engine speed must be taken from the figures at the bottom of the curve chart Fig. 20.

From curve t and the iigures at'the bottom of the chart it may be seen that, if the clutch |00 is engaged, and the speed of the engine is as much as` 1800 R. P. M., the springs 92 will be holding the clutch in engagement with a force of about .433-pounds which is near enough the 430 pounds tentatively as suitable to enable the clutch to carry the maximum torque which the enginecan vproduce at 1800 R. P. M.

obviously then, if the clutch lou is once entorque of which the engine is capable will not` cause a shift down into booster gear. At 1000 engine R. P. M., however, (see vbottom of chart) the curve t shows that, if the clutch |00 is engaged anda sudden spurt of power is needed, the application of 133 foot pounds out of the 182 maximum possible foot pounds at that speed, will shift down and make available the booster gear.

Thus it will` be seen that, if the booster gear is operating, it may be retained by the operator by keeping the curve of the torque he is applying anywhere above the curve s, but that there comes a time, at 3600 engine R. P. M., when the engine is incapable of producing torque above the curve s and an enforced shift out of the booster gear will occur. This is as it should be, for there is no object in retaining a reduction gear in effect after the engine speed can rise no higher without losing power.

The booster gear is forcibly Yeliminated at the maximum H. P. point only whenthe engine is delivering maximum I-I. P. It will be eliminated at lower speeds whenever a lesser torque curve w is being created and it falls low enough to cross the curve s going downward.

Furthermore, since 433 pounds clutch engaging pressure applied by the springs 92 to the clutch, will keep it engaged under maximum or 186 foot pounds torque, it follows that 216 pounds pressure or half as much will keep itengaged under half the maximum torque or 93 foot pounds, and from curve t it will be seen that 216 pounds will be supplied by the weights when the clutch is engaged and at a speed as.low as 670 R. P. M. Therefore, at 670 R. P. M. the clutch may be eliminated in favor of the booster gear by the application of 93 foot pounds torque. Stated another way, at 670 engine R. P. M. with the auxiliary clutch engaged the operator may establishedhereinbefore drive about 81/2 M. P. H., the transmission gear set being at that speed still in underdrive, with half the total/ available H. P. applied without eliminating the auxiliary clutch and substituting the booster gear therefor.

` Operation i The normal condition of the mechanism, that is, the condition which exists when the engine is at rest or4 is idling below 400 R. P. M. is that which is shown in the drawings,'where the centrifugal weights of the main clutch 10, the auxiliary clutch |00, and the transmission clutches.v

the clutch |00. The weights of the transmission clutches also operate in and out at certain points in the rise and fall of (the speeds. This limbers y up not only the engine but the entire transmission mechanism. No power is transmitted because the reversing gear isin neutral.

`To set the .reversing gear set., for moving the vehicle backwardly, the hub 390 of the reversing lever 314 is moved rearwardly, which draws the carrier 338 forwardly and engages the carrier clutch teeth 356 with `the internal teeth of the clutch plate 358. When thecarrier 338 is thus 'held non-rotative, forward rotation 'of the sun gear 320 willcause rearward rotation of the ring gear 336 and the vehicle will move backwardly.

For all forward driving, the hub 390 of the reversing lever 314 is drawn forwardly, which pushes the carrier 338 rearwardly until the nthe sun gear 320.

l and itsengagement willl be proportionately delayed.

ternal clutch teeth. 362 slide overV the teeth of The vteeth of the planet pinions 344, being still meshed one third their length into the teeth of both the sun gear 320 and the ring gear 336, a `v locked up condition is provided wherein the tail shaft/324 must rotate in unison with vthe transmission output member |45. If the engine is now speeded up past 400 R. P. M., the main clutch engages, drives the 10 booster ring gear ||4 which starts revolving the booster sun gear |08 backwardly, which is immediately arrested by the roller brake |01, whereupon the carrier 99 rotates forwardly at reduced speed.

The carrier 99 is secured to the transmission input shaft 68, therefore both rotate at the same speed. The input shaft 68 being normally con' `nected by the clutch 206 to the ring gear elevthe engaging springs 92. 'l'here is an unvarying 30 position of the weights and an unvarying length and stress of the springs for `any given vehicle speed. -Whether this stress will engage the aux- .iliary clutch |00 or not depends on the 'forward l axial thrust of the booster ring gear |I4. If this thrust is zero, as for instance when the vehicle is allowed to start itself on a steep down grade, the clutch |00 will engage immediately following the beginning of vehicle movement.

This is important, for, it insures engine brak- 0 lng under any and all circumstances even when the engine is dead or idling and the main clutch 10 is disengaged. It also permits the engine to be started when the battery is dead by pushing the vehicle. Oi course, after the engine is rotated through the auxiliary clutch |0l0 by vehicle movement to a speed of 400 R. P. M. or more,l

` the main clutch "10 will automatically engage.

If, on the other hand, a start is being made against vehicle resistance as is substantially always the case, then the booster ring gear will thrust forward in proportion to that vehicle re.- sistance to oppose auxiliary clutch engagement,

In starting from a dead stop, the transmission gear set will alwaysbe coupled for underdrive. l By consulting chart Fig. 20,`it may be seen that [with the transmission gear in underdrive, a speed of 5 M. P. H. may be reached without engage- 60 ment of the clutch |00 and consequent elimination of the booster gear, if the operator is applying at least 33 out of a possible 110 H. Pi If, at 5 M. P. H. he is applying less than 33 H. P. or purposely drops his torque to less than this value, the torque curve w will fall and cross the curve s and the booster gear will be eliminated and the engine to wheel ratio which was 11.46 to 1 will now be 46.88 to 1. He may now contnue at this ratio up to but not beyond 28 M. P. H. 70 (3600 engine R. P. M.) by gradually increasing the applied power. Ifhe exceeds t28 M. P. H. a shift up outof booster gear will be involuntary.

He vmay also suddenly increase the applied power to a value above the curve t for the then transmision gears will be simultaneous.

existing speed and return to rst speed if he has not raised the vehicle speed past 16 M. P. H.

If the vehicle speed is exceeding 16 M. P. H. and the applied power is suddenly released, the transmission gear will change to direct drive.

and the booster gear willbe eliminated simul taneously. With the transmission gear in direct drive and the booster gear eliminated, the engine to wheel ratio is 4.67 to 1. .This ratio may be retained by the operator if he increases his applied power gradually, or, with the transmission remaining in direct drive he may bring back the booster gear at 16 M. P. H. by applying power above the curve t which at 16 M. P. H. in direct drive is. about 59 H. P. If he thus brings back the booster gear with direct drive in the transmission, his engine to wheel ratio will be.'7.'l8 to 1. But he may not hold the booster gear effective past 41 M. P. H. (3600engine R. P. M.)

If, however, the vehicle speed is raised, gradually, without the booster gear, or rapidly with it. to a speed in excess of 36 M. P. H., the transmission gear set will shift into overdrive the first time the applied power is sufliciently lowered to cause the vehicle to drive the engine. When this occurs the shift up of the booster gearI and the The engine to wheel ratio will be 3.17 to 1. Atl 36 M. P. H. with the transmission gear in overdrive. the operator may already apply H. P. without shifting back into booster gear. This he may increase gradually, always keeping it below the curve t as the vehicle speed increases.

If, however, he is not content with the accelerationobtainable with the 3.17 to l ratio, he may suddenly apply power above the curve t and booster g r will be momentarily returned giving an e gine to wheel ratio of 5.24 to 1. This booster ratio may then be employed to raise the vehicle speed to not exceeding 61 M. P. H. (3600 engine R. P. M.) when booster gear will be forcibly eliminated. It may of course be voluntarily eliminated at any speed by allowing the torque curve w to drop below the curve s.

'I'hus it willj be Vseen that `for a given speed. the auxiliary clutch |00 develops a given clutch engaging pressure and stores it in the clutch engaging springs 92. Likewise for a given applied torque, the booster ring gear ||4 provides an axial thrust which transmits through the pins |34 to oppose the clutch engaging force of the springs. When the spring force outweighs the thrust, the booster. gear is eliminated. When the 5 applied torque exceeds the clutch carrying ca.-

pacity at the then existing speed, the booster gear returns to operative condition. When the booster gear is operating, it assumes the axial location shown in the drawings. When the auxiliary clutch engages,l the booster gear is free tomove into the space |4| and permit free clutch engagement because the sun gear |08 is now revolving freely forward and does not serve as a reacting member to thrust the ring gear axially. -The transmission gearing contained in the housing 30 and the reversing gearing contained in the housing 33' have been heretofore shown in my copending application Serial No. 239,224 filed Nov. .7, 1938, and are here illustrated and described because of their close cooperation with the novel features herein disclosed. The manner in which the transmission and reversing gear: operate -is therefore preferably described herein 'I'he transmission input shaft 68 drives thi which are normally in the notches 222, of the i ridge 220 (see Fig. 1), the pawl ends 304r being driven by the clutch frame 309 which is splined on the input shaft. Since the sun gear M6 is permanently fixed against rotation, th'e carrier element 202 will rotate forwardly at less speed than the ring gear element, the ring gear element revolving 1.474 turns to one turn of the carrier element.

The carrier element 202 drives the output member |45 by the carrier notches 2I6c (see Fig. 10)

cut in the carrier rim 2|4 (see Fig. 1) which are normally over the pawl endsA 304e, the pawls being held in the clutch frame 232 which is end splined at'236 to the output member head i94.

Obviously, the input member normally revolves 1.474 turns to 1 turn of the output member, the

' pawl and notch drive being such that there is Wardly and do in fact move halfway out at this speed, so that thev pawl operating lugs 266e encounter the pawl lugs 294e whereupon the weights stop when half way out because they can not pull the carrier pawl ends 304e out of the notches 2|8c against the frictionalresistance between the pawl and notch caused by the pressure due to the torque load being carried. If, however, the operator inadvertently or purposely momentarily releases the applied power'to lessen the pressure between the pawl ends and the slots,

lthe weights will move the other half of the way out, as in Fig.A 11,and in doing so, the lugs 266e actingragainst the carrier pawl lug 294e will draw the carrier pawl ends 304e half of their ultimate travel toward disengaged position, that is, when the weights move the second half of the weight travel they move the pawl ends 304C the rst half of the pawl travel. i

The ring gear pawl ends 304r are now urged toward engaged position in the notches 2| 0r by the now compressed springs 282, acting against the plungers 214, which in turn act against the ring' gear pawl lugs 29Er. may, however, move only halt of their ultimate travel because then the ring gear lugs 296! will have caught up to the carrier lugs 294C which themselves have moved only half the total travel.

The result i's that the carrier pawls 304e are vnow located with their heels out oi' their respective notches but not their toes, so that instead of the carrier pawls being engaged with a positive twoway drive, they are engaged with a one way ratchet drive, and while the ring gear pawls .304r are tensioned to enter full depth into their notches 2|0r they are at present limited to entering halfway to the ratcheting position only because the lug 296x will encounter the lug 294e.

At the instant this one way ratchet drive begins' the ring gear is rotating 1.474 turns tov 1 of the carrier which is, of course. 1.474 turns of the two tooth ratchet 2 I 2f, to 1 turn of the pawl ends 30h which are spring pressed against the ratchet as it rotates. During this transition periodw'herein the' output member is' disconnected from the carrier element and ultimately connected to the ring gear element, the double ratchet drive allows the output member to rotate at any speed between that of the ring gear and that of the The ring gear pawlsthe ring gear nor slower than the carrier. It follows that, if the engine power is reapplied too soon, that is, when ratchetng has just begun,

the carrier catches up to the output member and drives it with a one way ratchet drive, whereas before the shift started it drove it With a two way drive. If, however, after'ratcheting begins, the operator waits one or two seconds until the drop in engine speed slows the ring gear down to that speed which the carrier had before, the ring gear pawl ends 304iwill drop into the ring gear notches 2I0r and theshift from .underdrive to direct drive will be completed.

When the ends 304r of the ring gear pawls thus drop into the notches `2I0f, the ring gear lugs 294r will necessarily act against the carrier lugs 296e and the carrier pawl ends 304C will be drawn completely from 'their half out ratcheting positionsto fully disengaged positions. In short the lugs 294 and 296 ofv Fig. 7 are so placed that l vehicle momentum. As the engine speed falls, 1

the ring gear ratchet 212i rotating raster than the f ring gear pawls 304iratchets over them, while the carrier ratchet 218e rotating slower than the ,carrier pawls 304e ratchets overthem. Fig."1l shows the condition of-the mechanism at'the instant the driving eiortwas sufliciently released and the weights 246 moved clear out. It will be seen that the pawl operating lugs 266C of the weights have acted against the carrier pawl lugs 294C and have thereby drawn the ends of the carrier pawls 304:from the two way drive position Fig. 10 to the ratchet drive position Fig. 11. With the same movement, the weights have put the springs 282 in compression and applied their stress through the plungers 214 and the lugs 296r to urge the ring gear pawls 304r toward engagement in their notches 2I0r.

In Fig'. 11 the heels of the carrier pawls 304e are just about to allow the two toothedV carrier ratchet 2|8c to'move slower than the pawls by ratcheting, and the toes of the ring gear 4pawls 304r are just being passed by the more rapidly moving notches 2|0r of the ring gear ratchet 2I2i-. that when the highest points' of both ratchets 2|21- and 2|8 pass overthe `toes of their respective ratchets 304r and 304e, th lugs will not come quite together. Lugs 298 will be farthest apart when the pawls are in the condition shown in Fig. 10 or 13. The small springs 302 always urge l a carrier pawl anda ring gear pawl apart until they arestopped by a lug 296e abutting a lug 294 that is, the position shown in Fig. 13, whereupon the chordal measurement across the pawls is just enough to prevent both pawls entering a positive drive notch at one and the same time. The small springs 302 are, however, only concerned with spreading the pawl ends 304e and 304r apart. y'I'hey are not concerned with which direction, with respect to the ratchets,

rthey go.

Because the weights are now in the out position, the heavier shifting springs 282 are also at the maximum stressed condition and these 'I'he lugs 298 of the pawls are so spaced stress the shifting springs.

1 2 l springs are acting only against the plungers 214 andfllugs 296i. Their full pressure is therefore `being exerted to force the pawl ends 304x into (see Fig. 13) .will act against vthe lugs 294e and 296e of the carrier pawls, whereby entrance of the ends'304r of the ring gear pawls into the positive drive notches 2I0r may not take place until the ends 304e of the carrier pawls are drawn far enough out of the notches 216e to break the positive drive.

When the shift from underdrive to direct drive is completed as above explained, the direct drive clutch 204 will appear as in Fig. 12, where the weights are still being held clear out by centrifugal force, against the stress of the main springs 256. 'I'he shift from carrier pawl engagement to ring gear pawl engagement has relieved the stress of the shifting springs 282 as well as the small springs 302.

Now in order that the weights could move out, they had to stress both the main springs 256 and the shifting springs 282 which required a centrifugal force of about 32 pounds-H3 pounds=40 pounds. After the weights are out, the main springs are shorter and their stress is increased to 36.6 pounds, but the shifting of the pawls has relieved the centrifugal force from having tov stress the shifting springs. Now when the main v springs move the weights back in, they must not vonly overcome the centrifugal force but must re- It follows that the centrifugal force of the weights must be S24-8:40 pounds before they move out, and be reduced to 36.6-7.2= 29.4 pounds before they will move backl in.

By calculation it will be seen that, although the weights will move out at 16 M. P. H., they will not move backlin until the vehicle speed has f fallen to 12.3 M. P. H; This overlap is necessary i' to` prevent too frequent shifts should the operator be maintainingan almost constant vehicle speed ing-idly at' -less than engine speed.l

'JU-After a speed of '36 M. P. H. is exceeded in dlf"rect' drive, thevoverdrive clutch 206, shown in its *f normal c ondition'in Fig'. 14 may be shifted up fin the same manner as explained relative to the directjdriveclutch 204. The clutch frame 309 is rotated by the input member and the rlnggear "v'g'pawls" 304il are normally in ring gear notches 2'2r`, but, yupon shift up, the carrier pawls 304e will enterthe notches 226e. Thesame ratcheting wilitakeplace in the transition period..

Thereis, however, a difference between the operation ofthe direct drive clutch 204 'and the overdrive clutch 206, in that, during the transition period of the direct drive clutch 2 04, the weights, being rotated by vehicle momentum do notlose any substantial speed, while during the transition period of the overdrive clutch, the

weights, being rotated by the input, member at engine speed will lose about'33% of their speed as the engine speed is let down that amount to cause the shifts When the weightslose 33% of their speed, they lose 57% of their centrifugal force, 'since the force is in proportion to thesquare of the speed. It follows that some provision must be made to assist the centrifugal force which is left after the shift to hold the weights out, otherwise the instant the transition period was complete the weights would move back in. This assistance is provided by the detent mechanism comprising At 36 M. P.' H., the weights 3| l, Fig. 1'4, generate 80 pounds outward force. 'This will overcome the main springs 316 having 52 pounds resistance, compress the shifting springs 32| having 14 pounds resistance plus 14 pounds resistance offered by the deteritmechanism 308, 310, 3I2. When the weights move out, the stress of the main springs 316 increases from 52' pounds to 62 pounds. After the shift up, in order to shift back down, the. main springs of 62 pounds must compress the shifting springs, of 14 pounds, overcome 'the detent mechanism of 14 pounds, which leaves only (i2-28:34 pounds'which must be sustained by the centrifugal force, that. is, it takes 80 pounds centrifugal for'ce to force the weights out, but only 34 pounds centrifugal force tov hold them out after they are out.vr l

By calculation it may be found that with the overdrive clutch 206 engaged, the vehicle speed must still be reduced as low as 30 M. P. H. before a shift down from overdrive to direct will take place. Thisoverlap of 6 M. P. H; is adequate to prevent too frequent shifting.

It is not intended that the operator of a vehicle having the herein describedA transmission mechanism must necessarily pay any attention to the ratio. in effect, because in normal driving,

. the power application is quite frequently varied Thus, any time and with any transmission gear ratio effective, a reduction in ratio may be had' through the booster gearby the application of heavy power against heavy vehicle resistance if the engine speed has not at that time reached a value which is too near its maximum, in which case the 'engine could not increase its speed sufficiently to drive the vehicle at the speed through any lower ratio.

Engine braking will always be had at engine then existing to wheel ratios of 6.88 to 1 if the 'speed is below 16 M. P. H., 4.67 to 1 if the speed is below 36 M. P. H., and 3.17 to 1 if the speed is above 36 M. P. H.

hereinbefore mentioned.

Claims in this application are conned to the mechanism within the clutch housing 26 and booster gear housing 29, claims to the transmission gear being made in my copending,r application Serial No. 239,224, filed Nov. 7, 1938, and Inl the claims herein presented, the member H8 may be taken as the input member and the, shaft 68 as the output member. The clutch 10 may be referred to as the main clutchv and the clutch I 00 as the auxiliary clutch.

I claim; 1. In a power transmitting device, an engine,

. a gear set having input and output members, a

clutch engageable for connecting the input member to the engine, a second clutch engageable for connecting the output member to the engine directly and irrespective ofwhether the rst clutch is engaged or disengaged speed responsive means carried by the engine and operative at engine speed for engaging the rst clutch, a second speed responsive means carried `by the output member and operative at output member speed for engaging thev second clutch, and means responsive to torque load received by said gea-ring from said engine through said first clutch operative to oppose said second speed responsive means engaging said second clutch.

2. In a power transmitting device, a power source, driving and driven members, a gear set for connecting the driving and driven members for reduced speed, at least one gear being secured to the driving member, means for connecting thedriving membervto the power source, a clutch engageable for connecting the driven member to the' power source directly and independently of its connection through said gearing, speed responsive means rotatable by the driven member for engaging said clutch, and torque responsive to be stressed by said centrifugal means more or less as the output member speed rises and falls,

means for applying the stress of the resilient means to the engaging member to urge movement into engagement, and helical teeth on said gearing operative by the torque load carried' thereby to shift axially to apply pressure against and oppose movement 0f said engaging member to eiiect engagement ofthe second clutch.

6. Power transmitting mechanism comprising, in combination, an engine, a gear set, a pair of dry plate clutches, 4an oil tight housing surrounding the gear set, a separate housing surroundy ing the clutches, an input and an output member for the gear set both extending/from the gear housing into the clutch housing, one of said Y clutches being carried by the engine and the means including means on the driving member gear acting against the engageable member of said clutch to keep it disengaged.

3. Power transmitting mechanism comprising, an engine, a gear set having input and output members, a speed responsive clutch on the engine operativesby engine speed to connect the engine to the input member, a second 'speed responsive clutch on the output member operative by output member speed to connect the output member to the engine directly and independently of whether the first clutch is engaged or disengaged, and helical teeth on one of said gears operative by torque load received from said engine through said rst clutch to create an axial thrust and transfer it'to the engaging member ot the second said clutch, thereby to 'resist engagement in proportion to the torque being transmitted. y

4. Ina power transmission mechanism, a power source, driving and driven members, a gear set for connecting the driving and driven members for rotation at diiIerent speeds, at least one gear second by the output member and operative respectively to connect the engine to the input member -and the output member to the engine each independently of the other, torque sensitive means associated with said gearing and having a force proportionate to the load on said gearing and means for applying said force to said second clutch to cause said second clutch to remain disengaged.

'7'. In a power transmitting device, the combination ot an engine. a gear set, a pair of dry plate clutches, an oil tight housing surrounding the gear set, a separate housing containing the clutches, an input and an output member for the gear set both extending fromthe gear housing into the clutch housing, one of said clutches being carried by the engine and the second by the output member and operative respectively to connect the engine to the input member and the output member to the engine each independently of the other, speed controlled means operative to urge engagement of the second said clutch, torque controlled means on the gearing in the gear housing, and means extending from the` torque controlled means to the second clutch j in the clutch housing and eiective in proportion device, of anlengine, a gear set having an input beingl secured to the driving member to rotate therewith, 'meansNIor connectiing the driving member Vto the power source, a clutch engageable for connecting the driven member to the power source directly and independently of its connecmechanism. of an engine, a gear set having an input andan output member, a. clutch responsive to engine speed for connecting the engine to the input member, a second` clutchy on the output member having. an engaging member movable to connect the output member directly to the engine independently of `whether the rst clutch isengaged or not, centrifugal means on the second clutch, stressible resilient means operative "tion through Said. gearing, `speed responsive member and an output member, means for connecting the engine to the input member, an oil tight housing surrounding said gear set, a clutch housing, said output member extending from the gear housing into the clutch housing, a dry plate clutch carried'by the output member in the clutch housing, operative to connect the output member to the engine independently oi.' the means'for connecting the engine to the input member, a centrifugally operative device vrevolvable at output member speed for engaging saiddry plateV clutch, and helical teeth on one of the gears operative to thrust said gear axially in proportion t0 its load, and -means moved by said thrust fromI said gear housing into said clutch housing operative to oppose engagement of said dry plate clutch. i

9. A power transmitting device comprising, an

engine, a clutch housing, a gear housing, a gear set in the gear housing having input and output members both extending from the gear housing into the clutch housing, an engine flywheel in the clutch housing, a dry plate clutch for con-` necting the ilywheel to the input member, asecond dry plate clutch for connecting the output member to the flywheel, independently of .whether the ilrst clutch is engaged or not, a resilient means stressible to urge movement of the engaging portion of the second said clutch to engaged position, centrifugal weights rotated at output member speed for stressingsaid resilient means more or. less as the speed rises or falls, and torque controlled means comprising one of the gears having helical teeth and space for axial movement under load in the gear housing with means extending from the gear housing into the clutch lhousing whereby said axial movement may hold said engaging portion'from moving to engaged position irrespective of the movement of the weights or the degree of stress of the springs.

10. In combination, an engine, an engine iiywheel, a gear set, an oil tight housing surrounding the gearset, a separate clutch housing surrounding the flywheel, Van input member and an output member both extending from the gear housing into the clutch housing, a normallydisengagedv dry plate clutch carried by the flywheel 'within the clutch housing adapted upon engagement to connect'the flywheel to the input member, a second dry plate clutch carried by the output member within the clutch housing adapted upon engagement to connect the ,output member to the ilywheel, centrifugal means for engaging the. i'lrst clutch, a resilientmeans capable of being stressed andapplid to a movable part of the"y second clutch to effect engagement, a centrifu-l gal means driven at output member speed and adapted to vary the stress of the resilient means as the speed of theoutput member varies,A and control means which includes one of the gears i to the engine independently of the main clutch means, resilient means for urging engagement of the auxiliary clutch. and'torque controlled means, operative by and in proportion to thel reaction .of the gearing under load and extending from said gearing to said resilient means to control engagement of the auxiliary clutch by said resilient means.

14. The combination of an engine and a gear set comprising a ring gear, a sun gear, planet pinions in mesh with both gears, a planet pinion carrier, and a one way brake for holding the sunv gear against backward rotation only, with main" clutch means for connecting the engineto the ring gear, an auxiliary clutch for connecting the carrier directly to the engine independently of the main -clutch means, resilient means normally inoperative to engage the auxiliary clutch but adapted to be stressed and applied to the engaging member thereof to eiect its engagement,

Aa speed responsive means rotatable at carrier having helical teeth and space to move axially in the gear housing with means extending from said gear within i said gear housing into said clutch housing and to said movable part, whereby the second clutch is urged to remain out of engagement in proportion to the` torque load carried by said gear and urged into 'engagement in proportion to the stress oftheresilient means.

11. The combination of an engine `and aj gear set comprising a sun gear, la second concentric gear, planet pinions in mesh with,l both gears, a

planet pinion carrier, and braking means for holding the sun gear against backward rotation, with means for connectingL the second gear to the engine, a clutch forvconnecting the carrier directly to the engine independently of the secondv gear connecting means, means to engage said clutch, and means operative by reaction of the gearing in proportion to the torque load carried extending from said gearing `to said clutch to hold it in disengaged position.

12. In a transmission mechanism, the combination of an engine and a gear set comprising a sun gear, a ring gear, planet pinions in mesh with 'both gears, a planet `pinion carrier and a means for holding the sun gear against backward rotation, with means for connecting the ring gear to the engine, and a clutch for connecting the carrier directly to the engine independently of' its connection to the ring gear, means for engaging the clutch, and helical teeth on the ring gear operative to shift said gear` axially under gear load into a position to hold the engaging member of said clutch in disengaged position. l'

13. The combination of an engine and a gear set -comprising a sun gear, a second gear concentric therewith, planet .pinions in mesh with `bo'th gears, a planet pinion carrier, and a one way v'brake for holding the sun gear against backward rotation only, with a main'clutch means for connectingthe engine tothe second/gear, an aux' iliary clutch for connecting the carrierdirectly torque operated member responsive to load car.,

ried by the gearing, extending from the gearing to the engaging member of the auxiliary clutchA to oppose its engagement by the resilient means in proportion to the power being trarsmitted.

15. The combination of an engine and a helical toothed gear set comprising an axially shift# able ring gear, a sun gear, planet vpinions in mesh with both gears, a planet pinion carrier, and a one way brake for holding the sunv gear against backward rotation, with a main clutch for connecting the engine and ring gear, an auxiliary clutch, having an axially movable engaging member, for connecting the carrier directly to the engine independently of the .main clutch, spring means normally inactive but adapted to be stressed and applied to the axially movableengaging member to effect engagement of the auxiliary clutch, a centrifugal weight rotatable at carrier speed for stressing the resllientmeans,

said weight being hinged near one end, the other end being swingable outwardly, the body of the weight extendingnearly parallel with the axis in the inner position and nearly right anglesl tion than when it is near the outer position, and means connecting the axially'rnovable ring gear and the axially movable clutch engaging member whereby axial movement of the ring gear u nder load will oppose and prevent engagement of the auxiliary clutch until the axial, force of the spring exceeds'the axial force of the ring gear.

16. In a power transmitting mechanism, an input member, an output member, a `clutch for con-a necting said members directly, a sun gear, means to hold said sun gear against backward rotation, a ring gear concentric with the sun gearv A' adapted to be rotated by the input member, a

planet pinion carrier on the output member,

' planet pinions on said carrier in mesh with both 1 gears, normally inactive spring means adapted to be compressed and'applied to'theclutch to effect engagement, centrifugal. weights rotatable by saidoutput memberand hinged tol swing out- Awardly to different angular positions, leverage means between said weights and springs whereby the ratio of outward movement of the Weights v \wardly, a main dry plate clutch for connecting the engine to the ring gear, an auxiliary dry plate clutch for connecting the carrier to the engine independently of the main clutch, a housing surrounding the gear set, a separate housing surrounding the dry plate clutches, means to engage the main clutch, means to engage the auxiliary clutch comprising a movable clutch engagput member, a clutch for connecting the output member to the engine directly and operative independently of the input member clutching means, said clutch having a movable clutch engaging member, a resilient means adapted to be stressed and applied to said movable member vto eiect clutch engagement, a centrifugal weightv hinged away from its centerfof gravity to said clutch and adapted to swing outward until a line drawn through two points representing its hinge and its center of gravity is nearly radial and 'to swing inward until a line drawn through the same two points is transverse to the said radial line, a stressing member movable in the general direction of the said transverse line to stress the resilient means, means secured to said weight substantially on said line operable against a substantially radial'surface of the stressing'member, whereby the radial centrifugal force of said 0 weight at any angular position in its travel will ing member, a spring adapted to be stressed and 25 applied to said member to move it axially to ef- Iect 'clutch engagement, a centrifugal weight, y hinged to said clutch at a point on theweight away from its center of gravity, normally'having an inner position such that a line drawn through two points representing itsffihinge center and its center of gravity will be nearly parallel to its axis y of rotation, said weight being swingable on its hinge toan outer position where said line is nearsprixig stressing member havinga working surface at .right angles to the axis, a roller on said,l weight at or near said center-ofA gravity, adapted ly at right angles to said axis, an axially movable stress said spring, whereby the radially outward centrifugal force of said weight at any angular vposition to which it swings will havev an axial spring compressing component of cosine sine of the angle with the axis, and means extendingfrom the axially shiftable ring gear to the movable clutch engaging member and operative by torque load on said ring gear to oppose movement o! said engaging member thereby to restrain said spring from effecting auxiliary clutch engagement. Y

18. Power transmission-mechanism comprising, an input member, an output member, a clutch for connecting said members directly, a sun gear,v means to hold the sun gear against backward rotation, a ring gear concentric with the sun gear adapted tobe rotated by the input member, a planet pinion carrier on the output member, planet pinions on said carrier in mesh with both gears, resilient means normally incapable of engaging said clutch but adapted to be stressed and applied to said clutch to engage it, speed responsive means for stressing said resilientn means more or less as the speed rises and falls, and torque responsive means comprising helical teeth on the ring gear and pinions adapted to move have a transverse stressing component of sine cosine of the angle with a radius, and means responsive to torque load on said gear mechanism extending from said gear mechanism to said movable clutch engaging member to restrain its movement by said stressed resilient member.

20. Power transmission mechanism comprising a driving member, a driven member, a clutch for connecting said members directly, a sun gear, means to hold the sun gear against backward rotation, a second gear concentric with the sun gear adapted to be rotated by the driving member, a planet pinion carrier on the driven member, planet pinions on said carrier in mesh with both gears, speed responsive means for engaging the ing the'driving gear to the power unit, a second said ring gear axially under load to obstruct operclutching means connecting the engine to the inrotation of said sun gear, a clutch for connecting the driving gearto the motor, means drivably connecting said driving geaand clutch whereby said driving gear may move axially while being` rotatably driven, torque sensitive means including means on the driving gear for moving it axially, a second clutch engageable for connecting said carrier directly to the motor independently of the iirstclutch and adapted to be held in fully disengaged position by axial movement of said driving gear under torque load thereon.

23. The combinationwith a power source oi a planetary gear mechanism comprising a sun gear, a concentric driving gear, planet4 pinions in mesh .with both gears, a driven planet pinion carrier, means to hold the sun gear against backward rotation, a clutch for connecting the driving gear to the power source, 'means interposed between said driving gear and clutch whereby said 4driving gear may move -axially while being rotatably driven thru said clutch, a second clutch for connecting the carrier to the power source directly' and independently of the rst clutch. means to engage the second clutch, andhelical teeth on the driving gear operative to move said driving gear axially under load, and means interposed'between said driving gear and said second clutch whereby said axial movement holds said second clutch fully disengaged.

24. In combination, an engine, a sun gear,

means to hold said sun `gear against backward rotation, a driving ring gear, a clutch for connecting said ring gear to the engine, planet pinions in mesh with both gears, a driven planet pinion carrier, a second clutch for connecting said-y carrier tothe engine independently of whether the rst clutch is engagedor disengaged, helical teeth on saidgears whereby they tend to move axially under load, saidring gear having space to move axially, antiipiction means connecting said first clutch and ring gear whereby said ring gear may move freely in an axial direction while members directly and independently of said gear- A ing, said clutch comprising, an axially movable clutch engaging member, a resilient means adapted to be stressed and applied to `said member to move it axially to effect clutch engagement, a centrifugal weight hinged to said clutch at a point on the weight away from its center of gravity normally having aninnerposition such that a line drawn thru,two points representing its hinge center and its center of gravity will be nearly parallel to the-axis of rotation, said weight being swingable on its hinge to an outer posi- 'tion where said line is nearly at right angles to the said axis, an axially movable stressing memy weight swings outwardly, whereby the radially outward centrifugal force of said weight at any being rotatably driven, means to engage said second clutch and means connecting said ring gear and second clutch whereby said ring gear movement fully disengages said second clutch;

25. In combination, an engine, a driving gear rotated by said engine, ya sun gear concentric therewith, means -to control vsun gear rotation, a planet pinion in mesh with both gears, a driven planet pinion carrier, and a clutch for connect ing said carrier to` said engine directly and independently of said gearing, said clutch comprising an axially movable clutch engaging member,

a spring adapted to be stressed and applied to said member to move itaxially to effect clutch engagement, a centrifugal weight hinged to ,said

clutch at-a point on theweight away from. its center of gravity, normally having an inner position such that a line drawn thru two points representing its hinge center and its center of gravity will bel nearly parallel to the axis of rotation, said weight being swingable on its hinge to an outer position where said line is nearly at right angles to the axis, an axially movable spring position in its travel will have an axial stressing component of cosine sine of the angle with the axis.

27. Power transmission mechanism compris- ,ing, a driving member, a driven member, gearcentrifugal weight hinged away from its center,

stressing member having a working surface at right anglesI to theaxis, and a roller on said weight at a point away from said hinge and substantialiy onA said Aline adapted to roll on said surface as the weight moves outwardly to move said stressing member axially to stress said spring, whereby the radially outward centrifugal Y force of said weight at any angular'position to which it swings will have an axial .spring compressing component of gam sine of the angle .of the line with the axis.

26. Power transmission mechanism comprising, a driving member, a driven member, gearing for connecting said.E members to revolve at different speeds, and a clutch for connecting said ing lfor connecting said members, and a clutch for connecting said members directly and independently of said gearing, said clutch having a movable clutch engaging. member, a resilient means adapted to be stressed and applied to said movable member to eiect clutch engagement, a

of gravity to said clutch and adapted to swing outward until a line drawn thru two points representing its hinge and its center of gravity is nearly radial and to swing inward until. a line drawn thru e same two points is transverse'to thesaid radial line, a .stressing member movable in the general direction of the said transverse line to stress said resilient means,` and means carried by said weight substantially on saidline operable againsta substantially radial surface- 4of said stressing member, whereby the radiall centrifugal force of said weight at any -angular" position in its travel will have a transverse stressing component of 3 sine cosine of the angle with a radius.

28. The combination of an engine, a driving clutch part rotated by said engine, a driven clutch member arranged to engage said part, a

centrifugally moved weight carried by the driven clutch member for effectingsaid engagement, a separate lpower transmitting means for rotating the driven clutch member ,by the .engine before said engagement has been eected, and torque y responsive connecting `parts between a member of -said separate power transmitting means and said weight for controlling movement of the weight to eifectsaid engagement. 

